Internal-combustion motor.



* A. WINTON.

INTERNAL COMBUSTION MOTOR. APPLICATION FILED APR. 26,1915.

Patented Feb. 4,1919% 3 SHEETS.SHEET 1- A. WINTON.' INTERNAL COMBUSTION MOTOR.

. I APPLICATION FILED APR. 26. 19l5- 1,Q93,601 v Patented Feb. 4, 1919.

I 3 SHEETSSHEET 2.

3 "N w Q 277255525: ZZZ/5222271 8 x a Xp/ A A. WINTON.

INTERNAL' COMBUSTIQN MOTOR.

APPLICATION FILED APR.26| 19I5- Patented Feb. 4, 1919 3 SHEETS-SHEEI 3 WHQ * OWMWZ naaaeoi.

ALEXANDER wmron', or newoon, oo.

INTERNAL-COMBUSTION MOT'UE;

Specification off-Letters Patent.

Patented Feb. 4, T9119.

Application filed April 26, 1915. Serial No; 23,833.

To all whom it may concern: Be it known that I, ALEXANDER Wm'ron, a citizen of the United States, residing at Lakewood, in'the county of Cuyahoga and State of Ohio, have invented certain new and useful Improvements in Internal-Combustion Motors, of which the following is a specification." I

This invention relates generally to improvements in internal combustion motors and particularly to-that type using fuel oil.

More specifically the invention relates to an internal combustion motor preferably comprising a plurality of cylinders each provided with a fuel inlet valve, pump mechanism comprising an individual pump for each cylinder, and a drip valve arranged in the line between each fuel pump and the corresponding fuel valve, whereby the operatormay determine whether the several pumps are operated.

The invention may be further briefly summarized as consisting in the construction and combination. of parts heremafterset forth in the following description, draw ings and claims.

Referring to the drawings, Figure 1 1s a side elevation of a portion of a motor provided with my device; Fig, 2 is a view partly in section and partly in elevation of the fuel pump mechanism; Fig. 3 1s a view partly 1n cross section and partly in elevation showing "the drive for the pumps and the pump fuel supply control; Fig. 4 is a detail sectional .view through the valve mechanlsm andthe plunger of one of the pumps; Fig. 5 1s a detail view of one of the fuel valves; Fig. 6 is a vertical section through the drip valve and Fig. 7 is a top plan view.

v In carrying .out the invention any preferred form and construction of engine and parts may be employed, but I have shown one form which meets the requirements,- and in such embodiment 1 represents aportion of an engine crank case connected to and supporting cylinders 3. Each of these cylinders is provided with ahead 4 having an opening 5 therein for the fuel valve mechanism. The fuel valve mechanlsm, as set forth in Fig. 5, comprises a cylindrical yalve casing 6 provided at its upper end wlth a flange 7 having an air connection 8 at one point and a fuel connection 9 at another point. The casing 6 is provlded centrally with an opening- 10 extending longitudinally through the same and reduced at'll to form a guide for the valve stem to be described. This opening 10 below thereduced portion 11 1s connected by a port 12, shown in dotted lines in Fig. 5, with the air connection '8, this air connection being in turn connected with a suitable air supply, not shown. The casing 6 is also provided centrally with an air and .fuel mingling chamber 13 in communication with the opening 10, and this chamber merges into a larger recess 14:, the wall of which is threaded as shown. The

casing 6 is still further provided witha longitudinally disposed fuel port 15 connected by a port 16 with the fuel connection 7 9nat the upper end, and by a port 17 with the mingling chamber 13. Mounted within the mingling chamber 13 is a mingling block 18 having a peripheral groove 19 in alinement with the port 17, a central opening 20 forming a continuation of the opening 10 and diagonally disposed. ports 21 connecting the opening 20 with the peripheral groove 19.- This mingling block is heldjin place by a plug 22 threaded into the recess 14 and hav ng a centrally disposed mixing chamber 23 enlarged at 24 to receive the lower end of the mingling block. This plug holds the mingling block in place, mixingchamber 23 receives mixing cups, each comprising a cylindrical portion 25 and an inwardly extending flange 26 provided with opening 27 therein, The mixing chamher is reduced near the outer end of the plug and the.

openings in the'flanges 26, through the mingling' block, through the opening 10 in guide 11, and through a suitable stuiiing box structure 31 arranged above the flange 7. This stem is provided with anannular groove 32 adapted to receive a split ring 33 engaging in a thrust Washer 34 adaptedto be e gaged by a spring- 35 to hold the valve 29 eated. The valve stemis provided with a hardened steel cap 36 adapted to be engaged by a suitable screw 37 held in the outer end of a rocker lever 38 supported upon a bracket 39 secured to the frame. The opposite end of the lever 38 is provided with a friction roller 40 engaging a cam-41 mounted upon the cam shaft 42 or any other revolving part described, and air under pressure is sup-- plied to the central opening. 10. When the valve :29 opens, air under pressure blows through the mingling and mixing devices and sprays the fuel into the cylinder, where, when the proper compression is reached, the fuel ignites and combustion takes place.

Any suitable mechanism may be utilized for forcing the fuel to the valve mechanism, but I have shown one arrangement which -is giving satisfaction, and this mechanism The shaft 46 is provided with a plurality rality-of check valves 55.

of eccentrics 48, one for each cylinder, and each of these'eccentrics receives a stra 49 pivotally connected by a pin 50 wit a plunger 51 arranged in the pump barrel 52 preferably formed in the casing. Each pump barrel is connected by a port 53 with a discharge port 54 having therein a plu- This port 54 is connected to a suitable discharge line 56. Each port 53 is also connected to an inlet port 57 provided with a plurality of inlet check valves 58. Each of these ports 57 is connected by a suitable. pipe 59 with the corresponding fuel supply of a controlling device, which will now be described.

Secured preferably to the end of the pump casing 43 is a controller casing 60 having a bearing 61 therein for receiving the end/of the pump shaft 46 and between this bearing and the bearing 45 this shaft is provided with a spiral gear 62 which meshes with a spiral gear 63 slidably mounted upon a key 64 and vertically disposed shaft 65. The spiral gear 63 is supported in a bearing 66 in the upper part-of the casing 60 and is provided with an annular groove 67 receiving the flanges 68 of the split coupling '69 secured to the lower end of a rod 70 connected to a rock lever 71 engaging in a groove 72 of the governor 73 which is sup ported at the upper end of a suitable standard 74 and is driven in any suitable manner, not shown, from the crank shaft.

The lower end of the shaft 65 passes into and operates the controlling valve mechanism, and this mechanism consists of a main block 75 secured to the lower end of the casing 60 and provided with a stuflin box 76 for receiving the shaft 65. This block is rovided with an annular valve seat/77 and a centrally disposed socket 78 into which the end of the shaft 65 projects. The annu lar valve seat 77 is provided with a plurality of ports 79, one for each cylinder, and each port is connected'by a radially disposed port 80 with fuel supply pipe 59 leading to one of the fuel pumps, already" described. Engaging the face of the annularvalve seat 77 is a disk valve 81 cut away at v82 to form an opening, Which,;at the proper step in the cycle of operations of the with so that fuel-is suppliedontheunderside of the valve disk 81, as shown inFig.

2. The valve disk 81 is normallyheld against its seat by a ball 87 engaged by a spring 88 mounted in the inlet casing member 85.

In operation fuel under pressure is supplied to the pipe 86 with the result that at the proper time fuel isadmitted to the fuel pumps successively, so that they may draw in a charge depending upon the length of time that the port 79 is open, the time of opening 'being dependent upon the position of the gear 63, that is, assuming that the engine starts on full stroke as soon as .the governor comes into action, the position'of the gear 63 is variedso that the relative position of the valve disk 81 and the pump stroke is varied so that shoulders forming the port 82 cut off the supplyof fuel to the pumps before they have completed their full stroke, with the result that their bar rels will only be filled for :a part of the stroke, and the varied amount of fuel thus drawn will be supplied to the engine, thus varying the speed. This entire mechanism is more fully set forth in my copending application, Serial No. 5995, filed February 4, 1915. I e

In operating" the engine, it is important at times to ascertain whetherthe pumps are forcing fuel to the valves, and to also insure a solid line of fuel free of air bubbles to secure a uniform, dependable fuel feed under all Working conditions. To accomplish this result I provide each cylinder with a drip valve structure, and each of these structures comprises a drip valve casing 87 havingears 88 provided with openings 89, by which the casing may be secured to the head of the cylinder, as is shown in Fig. l. The casing is provided at the left end, as shown in Fig. 6, with a threaded open-' mg 90 receiving a jam nut 91 holding the fuel valve supply pipe 92 in place. This pipe is in communication with a port 93 leading to a check valve chamber 94. This chamber is closed b a suitable plug 95 at the top, and at the ottom it communicates by a port 95 with a valve chamber 96. The check valve chamber 94 receives a ball check 97 which seats in the opening of the port 95' as it enters the casing 94. A valve seat 98 .is provided in the-casing at the junction of 102 at the lower end and an annular recess 'munlcation between the pipe 103 communicating by ports 104 with a centralopening having the valve seat 102.- A valve body 105 is supported upon a stem 106 threaded in the plug and is adapted to engage either the seat 98 or the seat 102, as will later appear. The upper end of the valve stem is provided with a suitable operating handle 107. The annular recess 103 communicates with aport 108 extending out to the side of the drip valve casing 87, and is there connected to a drip pipe 109 by a jam nut 110.

When the engine is operating, the valve the valve seat 102, thereby closing communication between the valve chamber 96 and the drip pipe 109, fuel passing from the supply 56 to the fuel valve supply pipe 92 but when it is desired to ascertain whether the corresponding pump is operating, the valve body 105 is lowered until itengages the valve seat 98, causing communication between the fuel discharge pipe 56 and the fuel valve supply pipe 92 to be closed and opening com- 56 and the drip pipe 109. This drip pipe 109 may be led to any suitable point for inspectionv and not only indicates the, presence or absence of fuel in the line, but also enables air or gas in the pipes to be drawn off to secure a solid fuel line. The drip valve is preferably close to the fuel inlet valve to the engine cylinder to further assist in reducing liability of air body 105 is moved upward, so that it engages conduit leading from said pump to said cyl- Jnder and controlling tions in one the conduit the outlet is provided with an outlet, and a valve structure having two posi-' of which the outlet is open and closed and the conduit is open.

closed and in the other of which 2. In an lnternal combustion motor, the v a combination of a series of cylinders, a series of pumps for supplying fuel to sand cylinders, in timed order, common means for operating said umps, a separate supply conduit leading fi om each pump to its own cylinder and provided with an independent outlet, and a valve ntrolling the outlet from each conduit, saiil' valves having two positions, in one of which the outlet is open and the conduit closed and in the other of which the outlet is closed and the conduit Y is open.

3. In an internal combustion motor, the

combination of a cylinder, a pump for sup- V plying fuel thereto, a valve casln havin a chamber communicating with said with'said pump, and wlth a drip opening, a valve seat in sald chamber between the fuel inlet fromsaid pump and the fuel out et to said cylinder, a valve seat in said chamber between the fuel inlet from said .pump and said drip opening, and a valve cooperating with said two valve seats.

In testimony whereof I afii'x in presence of two witnesses.

ALEXANDER WVINTON. Witnesses:

W. A. McKINsLEY, F. C. Ennrnm.

my signature 

